EP4140872A1 - Hélice à pas variable ayant un rapport de diamètre de moyeu à pointe optimal - Google Patents

Hélice à pas variable ayant un rapport de diamètre de moyeu à pointe optimal Download PDF

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Publication number
EP4140872A1
EP4140872A1 EP21809044.7A EP21809044A EP4140872A1 EP 4140872 A1 EP4140872 A1 EP 4140872A1 EP 21809044 A EP21809044 A EP 21809044A EP 4140872 A1 EP4140872 A1 EP 4140872A1
Authority
EP
European Patent Office
Prior art keywords
hydraulic
crosshead
pin
propeller
locking
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP21809044.7A
Other languages
German (de)
English (en)
Other versions
EP4140872A4 (fr
Inventor
Jae Boo Kim
Chan Kyu Choi
Sung Hoon Kim
Kil Hwan Moon
Do Wan Kim
Gwan Hee SON
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
HD Korea Shipbuilding and Offshore Engineering Co Ltd
HD Hyundai Heavy Industries Co Ltd
Original Assignee
Hyundai Heavy Industries Co Ltd
Korea Shipbuilding and Offshore Engineering Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from KR1020200096303A external-priority patent/KR102437240B1/ko
Application filed by Hyundai Heavy Industries Co Ltd, Korea Shipbuilding and Offshore Engineering Co Ltd filed Critical Hyundai Heavy Industries Co Ltd
Publication of EP4140872A1 publication Critical patent/EP4140872A1/fr
Publication of EP4140872A4 publication Critical patent/EP4140872A4/fr
Pending legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H3/00—Propeller-blade pitch changing
    • B63H3/008—Propeller-blade pitch changing characterised by self-adjusting pitch, e.g. by means of springs, centrifugal forces, hydrodynamic forces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H1/00—Propulsive elements directly acting on water
    • B63H1/02—Propulsive elements directly acting on water of rotary type
    • B63H1/12—Propulsive elements directly acting on water of rotary type with rotation axis substantially in propulsive direction
    • B63H1/14—Propellers
    • B63H1/20—Hubs; Blade connections
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H3/00—Propeller-blade pitch changing
    • B63H3/02—Propeller-blade pitch changing actuated by control element coaxial with propeller shaft, e.g. the control element being rotary
    • B63H3/04—Propeller-blade pitch changing actuated by control element coaxial with propeller shaft, e.g. the control element being rotary the control element being reciprocatable
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H3/00—Propeller-blade pitch changing
    • B63H3/06—Propeller-blade pitch changing characterised by use of non-mechanical actuating means, e.g. electrical
    • B63H3/08—Propeller-blade pitch changing characterised by use of non-mechanical actuating means, e.g. electrical fluid
    • B63H3/081—Propeller-blade pitch changing characterised by use of non-mechanical actuating means, e.g. electrical fluid actuated by control element coaxial with the propeller shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H3/00—Propeller-blade pitch changing
    • B63H3/06—Propeller-blade pitch changing characterised by use of non-mechanical actuating means, e.g. electrical
    • B63H3/08—Propeller-blade pitch changing characterised by use of non-mechanical actuating means, e.g. electrical fluid
    • B63H2003/088—Propeller-blade pitch changing characterised by use of non-mechanical actuating means, e.g. electrical fluid characterised by supply of fluid actuating medium to control element, e.g. of hydraulic fluid to actuator co-rotating with the propeller
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T70/00—Maritime or waterways transport
    • Y02T70/50—Measures to reduce greenhouse gas emissions related to the propulsion system

Definitions

  • the present disclosure relates to a variable-pitch propeller capable of changing the blade pitch according to the operating conditions of a ship, and more particularly, to a variable-pitch propeller with an optimum hub diameter ratio in which the size of the hub may be reduced to have high efficiency close to the propulsion efficiency of a fixed pitch propeller (FPP).
  • FPP fixed pitch propeller
  • a propeller is a device that propels a ship by changing the power of the propulsion engine transmitted through the shaft into thrust.
  • Ship propellers include a screw propeller, a jet propeller, a paddle wheel, and a Voith Schneider propeller, and the like.
  • a screw propeller is the most widely used because of its high propulsion efficiency, simple structure, and low manufacturing cost compared to other types of propulsion devices.
  • a screw propeller may also be classified by performance, such as a fixed pitch propeller (FPP) in which the propeller blades are fixed to a hub connected to the rotating shaft, a controllable pitch propeller (CPP) in which the propeller blades are movable in a hub connected to the rotating shaft, thereby adjusting the pitch angle, a contra-rotating propeller (CRP) that recovers the rotational force from a front propeller by using a rear propeller rotating in the opposite direction to the front propeller and converts it into propulsion, and the like.
  • FPP fixed pitch propeller
  • CPP controllable pitch propeller
  • CRP contra-rotating propeller
  • FIG. 1 is a conceptual view illustrating the drive mechanism of a controllable pitch propeller according to the prior art.
  • FIG. 2 is an exploded view of the controllable pitch propeller illustrated in FIG. 1 .
  • FIGS. 3A to 3C are conceptual views illustrating a relationship in which the pitch of the blades is changed by hydraulic pressure.
  • controllable pitch propeller 10 has a plurality of blades 20 mounted at an equal angle around the hub 30, and the cross head 31 moves in the longitudinal direction of the hub 30 according to the flow the hydraulic oil supplied through the hydraulic line extending into the hub 30.
  • the crosshead 31 has a column structure having as many side surfaces as the number of blades 20.
  • the crosshead 31 having a quadrangular prism structure is provided.
  • the crosshead may have a pentagonal prism structure.
  • a blade carrier 23 is fixed to a blade shank 21.
  • the crosshead 31 moves forward and backward in the longitudinal direction of the hub 30 by hydraulic pressure. Accordingly, the blade pitch is changed by the matching structure of the crosshead 31 and the pin 25.
  • a slide groove 33 is formed on the side surface of the crosshead 31 in a direction perpendicular to the center line of the propulsion shaft 1, which is the longitudinal direction of the hub 30.
  • a sliding shoe 35 is positioned in the slide groove 33, and the pin 25 is inserted into the sliding shoe 35.
  • the crosshead 31 moves forward and backward along the longitudinal direction of the hub 30, that is, the center line of the propulsion shaft 1 by hydraulic pressure.
  • the sliding shoe 35 moves in a vertical direction with respect to the center line of the propulsion shaft 1 which is the longitudinal direction of the slide groove 33.
  • the pin 25 rotates with the center point of the blade carrier 23 as the origin point.
  • the blade 20 rotatably mounted around the hub 30 is rotated to adjust the blade pitch.
  • the pin 25 adjusts the blade pitch while moving along the slide groove 33 formed perpendicular to the center line of the propulsion shaft 1 together with the crosshead 31 moving forward and backward along the center line of the propulsion shaft 1.
  • the length of the slide groove 33 in the vertical direction should be sufficiently secured. Accordingly, the crosshead 31 should be enlarged, and as the crosshead 31 is enlarged, there is a problem that the hub 30 of the propeller is also enlarged.
  • the crosshead 31 in order to maintain the blade pitch, the crosshead 31 should be fixed by hydraulic pressure so as not to move in the direction of the propulsion shaft.
  • the required performance (flow rate and pressure) of the hydraulic system should be high, thereby causing a problem that the cost of the hydraulic system increases.
  • the pin 25 of the conventional controllable pitch propeller 10 may be rotated by about 70 degrees. Therefore, the variable range of the blade pitch is also about ⁇ 35 degrees, so there is an advantage in that the adjustment range of the pitch angle is wide.
  • a controllable pitch propeller having a larger hub than necessary is mounted as it has a wider variable range than necessary depending on the type of ship.
  • the hub is formed larger than the diameter of the propeller as the size of the crosshead increases according to the structure of the slide groove and the capacity of the hydraulic system increases.
  • the left propeller illustrated in FIG. 10 shows a structure of a conventional controllable pitch propeller, and has an H/D value of 0.206.
  • H is the diameter of the hub
  • D is the diameter of the propeller.
  • the present disclosure is designed to solve the problems of the prior art as described above, and therefore the present disclosure is directed to providing a controllable pitch propeller capable of changing the blade pitch according to operating conditions by configuring the blades of the propeller to be variable in the two pitch range.
  • the present disclosure is also directed to providing a controllable pitch propeller having an optimum hub diameter ratio capable of minimizing an increase in hub size and exhibiting high efficiency close to the propulsion efficiency of a fixed pitch propeller.
  • the present disclosure for achieving the above object relates to a controllable pitch propeller including a hub mounted on the propulsion shaft of a ship, and a blade mounted around the hub and having a variable pitch, wherein the H/D ratio of the propeller diameter H to the hub diameter D is 0.170 to 0.2.
  • the H/D ratio is 0.170 to 0.190.
  • the H/D ratio is 0.185 to 0.20.
  • controllable pitch propeller having an optimum hub diameter ratio is configured to be able to vary with a blade pitch suitable for operating conditions when operating conditions need to be changed due to various marine environmental regulations, and as the pin moves along the guide slot formed in a diagonal direction with respect to the longitudinal direction of the propulsion shaft, it is possible to reduce the hydraulic pressure required to change the blade pitch. As the blade pitch may be changed even with such a small hydraulic pressure in this way, the capacity of the hydraulic system is reduced, and accordingly, the size of the hub may be reduced.
  • the size of the crosshead may be reduced, and thus the size of the hub may be configured to be smaller than that of the hub of the conventional controllable pitch propeller.
  • the size of the hub H/D may be reduced by 5 to 15% compared to the size of the hub of the conventional controllable pitch propeller by changing the drive mechanism of the controllable pitch propeller, and an advantage of having a structure that may reduce up to about 25% when the material of the propeller is changed and replaced.
  • controllable pitch propeller of the present disclosure will be described in detail with reference to the accompanying drawings in order of the drive mechanism of the controllable pitch propeller, the diameter ratio of the hub and the blade, the locking device at each dead center, and the hydraulic system.
  • FIG. 4 is a perspective view illustrating a controllable pitch propeller according to an embodiment of the present disclosure.
  • FIG. 5 is an exploded perspective view of the controllable pitch propeller illustrated in FIG. 4 .
  • FIGS. 6A to 6C are conceptual views illustrating a relationship in which the pitch of the blades is changed by hydraulic pressure.
  • FIG. 7 is a conceptual view illustrating a force acting on a pin moving along a diagonal guide slot.
  • FIG. 8 is a graph illustrating a change in pitch and a magnitude of hydraulic pressure according to movement of a crosshead.
  • FIG. 9 is a conceptual view comparing the side surface of the crosshead of the controllable pitch propeller according to an embodiment of the present disclosure with the side surface of the crosshead of the conventional controllable pitch propeller.
  • the controllable pitch propeller 100 mounted on the end of the propulsion shaft extending to the stern includes a hub 130 connected to the propulsion shaft, and a plurality of blades 120 mounted around the hub 130 capable of adjusting two pitch angles.
  • a crosshead 131 capable of moving in the longitudinal direction of the hub 130 is embedded in the hub 130.
  • a guide slot 133 is formed on each side of the crosshead 131 in a direction of movement of the crosshead 131, that is, a diagonal line with respect to the center line of the propulsion shaft.
  • a pin 125 is inserted into the guide slot 133.
  • a blade carrier 123 is fixed to the blade shank 121.
  • the pin 125 formed in the blade carrier 123 is inserted into the guide slot 133 of the crosshead 131.
  • the pin 125 moves along the diagonal guide slot 133.
  • the blade carrier 123 is rotated by the pin 125 moving between both ends of the guide slot 133, that is, the top dead center 133H and the bottom dead center 133L, and the blade pitch is variable according to the rotation of the blade carrier 123.
  • Equation 1 tan ⁇ 1 2 r p sin ⁇ ′ R d str
  • T sp spindle torque
  • F' cyl hydraulic force of hydraulic system
  • d str stroke of hydraulic system
  • ⁇ s guide slot angle
  • ⁇ ' R spindle angle range
  • ⁇ spindle angle
  • r p distance from pin to spindle center point.
  • a rod 141R is connected to the rear end of the crosshead 131, and a piston 141 of the hydraulic system 140 is fixed to an end of the rod 141R.
  • the piston 141 is located inside the cylinder 143 of the hydraulic system 140 formed at the rear end of the hub 130.
  • the hydraulic line 145 extending into the hub 130 communicates with the inside of the cylinder 143 through the piston 141. Therefore, hydraulic oil flows into or out of the cylinder 143 through the hydraulic line 145. As the hydraulic oil flows into the inner rear of the cylinder 143 with respect to the piston 141, or flows into or out of the inner front of the cylinder 143, the piston 141 moves forward or backward. Accordingly, the crosshead 131 connected to the piston 141 is also moved forward and backward by hydraulic pressure.
  • the blade 120 rotates counterclockwise as shown in FIG. 6B .
  • the pin 125 In a state in which the stroke of the hydraulic system is contracted to the maximum, that is, in a state in which the piston 141 moves backward to the maximum inside the cylinder 143, the pin 125 is located at the bottom dead center 133L of the guide slot 133 as shown in FIG. 6C .
  • the blade 120 is positioned at a point where it is rotated to the maximum counterclockwise.
  • controllable pitch propeller according to the embodiment of the present disclosure, it is preferable to limit the variable range of two pitches of the blade to within 10 degrees.
  • FIG. 8 is a graph relatively illustrating the magnitude of the required hydraulic pressure according to the blade angle of the controllable pitch propeller.
  • the required hydraulic pressure is about 100 KN.
  • the required hydraulic pressure is 580 to 720 KN.
  • the required hydraulic pressure may be reduced by limiting the variable range of the blade pitch to within ⁇ 10 degrees.
  • the size of the hub 130 is reduced by locating the guide slot 133 of the crosshead 131 in a diagonal direction with respect to the propulsion shaft, and thus the blade pitch may be varied to be suitable for two types of operating conditions of the low-speed ship.
  • the guide slot 133 is formed in a diagonal direction with respect to the length of the propulsion shaft. Accordingly, only a portion where the guide slot 133 is formed has a protruding structure to be matched with the pin 125.
  • the crosshead 131 has a structure protruding in the lateral direction as many as the number of blades 120. Therefore, the crosshead 131 has a short distance D1 from its center to the outermost side, so that the crosshead 131 has a small side cross-section. As shown in FIG.
  • a slide groove 33 is formed on the side surface of the conventional crosshead 31 in the vertical direction of the propulsion shaft. Accordingly, the distance D2 from the center of the crosshead 31 to the outermost is longer than the distance of the controllable pitch propeller of the embodiment of the present disclosure. Thus, the side cross-section of the crosshead 31 becomes larger.
  • the hub diameter of the controllable pitch propeller according to the embodiment of the present disclosure is relatively smaller than the hub diameter of the conventional controllable pitch propeller, thereby increasing the propulsion efficiency to a level close to that of the fixed pitch propeller.
  • FIG. 10 is a comparative view comparing the hub of the controllable pitch propeller according to the prior art with that of the controllable pitch propeller according to an embodiment of the present disclosure.
  • the propeller illustrated in FIG. 10 shows a conventional controllable pitch propeller (left propeller) including a crosshead having a vertical slide groove according to the prior art and a controllable pitch propeller (right propeller) including a crosshead having a diagonal guide slot according to an embodiment of the present disclosure.
  • a hub diameter H of a conventional controllable pitch propeller is 1,790 mm and the diameter ratio H/D is 0.206.
  • the hub diameter H of the controllable pitch propeller according to an embodiment of the present disclosure is 1,610 mm, and the diameter ratio H/D is 0.185. Therefore, it is possible to reduce about 10% compared to the diameter ratio of the conventional controllable pitch propeller.
  • the safety factor when the hub diameter decreases, the safety factor also decreases. In particular, when the hub diameter decreases by 10%, the safety factor decreases by about 30%, and when the hub diameter decreases by 15%, the safety factor decreases by about 40%.
  • the safety factor means an evaluation value of fatigue strength according to repeated loads occurring due to the structural characteristics of the propeller and the hub.
  • the hub diameter H of the controllable pitch propeller according to the present disclosure may be reduced by 5 to 15% compared to the hub diameter H of the conventional controllable pitch propeller.
  • the hub diameter may be reduced by up to 20% compared to the conventional controllable pitch propeller.
  • Table 1 shows the ratio of the hub diameter / propeller diameter of the fixed pitch propeller (FPP) and the controllable pitch propeller according to the embodiment of the present disclosure depending on the type and size of the low-speed ship.
  • FPP fixed pitch propeller
  • Table 1 Type of Low-Speed Ship Size H/D Ratio FPP CPP according to the present disclosure
  • the hub diameter may be reduced so that the H/D ratio is 0.165 to 0.190 for a tanker and 0.180 to 0.200 for a bulk carrier in consideration of a reduced safety factor of 40%.
  • the locking device according to the first embodiment relates to a structure where end slots in which a pin may be positioned in the direction of the propulsion axis at both ends of the guide slot, that is, top dead center and bottom dead center are formed.
  • FIG. 11 is a conceptual view illustrating end slots formed at both ends of a guide slot.
  • FIG. 12 is a conceptual view illustrating a force acting on a pin moving along an end slot and a guide slot.
  • FIG. 13 is an exploded perspective view illustrating an example in which a sliding shoe is mounted on the pin shown in FIG. 12 .
  • FIG. 14 is a conceptual view illustrating a relationship in which the sliding shoe shown in FIG. 13 moves along the second guide slot following the pin.
  • end slots 135 are further formed at both ends of the guide slot 133 in the outward direction of the guide slot 133 along the center line of the propulsion shaft.
  • the pin 125 moving along the guide slot 133 in a state of reaching the top dead center 133H or the bottom dead center 133L of the guide slot 133, enters the end slot 135 extended from the top dead center 133H or the end slot 135 extended from the bottom dead center 133L by the movement of the crosshead 131, and is located. Conversely, it enters the guide slot 133 from the end slot 135 by the movement of the crosshead 131, and moves toward the opposite end slot 135.
  • the end slot 135 is formed to communicate with the guide slot 133 in a groove structure having a length (e in FIG. 12 ) greater than or equal to the radius of the pin 125 along the center line of the propulsion shaft at both ends of the guide slot 133.
  • a groove structure having a length (e in FIG. 12 ) greater than or equal to the radius of the pin 125 along the center line of the propulsion shaft at both ends of the guide slot 133.
  • the outer peripheral surface of the pin 125 is not in contact with the inner surface of the guide slot 133, but is in contact with the inner surface of the end slot 135.
  • Equation 3 when the pin 125 moves along the end slot 135 and the guide slot 133 according to the forward and backward movement of the crosshead 131, the pitch change of the blade 120 and the magnitude of the hydraulic pressure may be calculated by Equation 3 below.
  • e length of end slot
  • T sp spindle torque
  • F' cyl hydraulic force of hydraulic system
  • d str full stroke of hydraulic system
  • d astr stroke of hydraulic system for pitch control
  • ⁇ s guide slot angle
  • ⁇ ' R spindle angle range
  • r p distance from pin to spindle center point.
  • Equation 3 As can be seen from Equation 3, as the variable angle range of the pitch is smaller and the movement distance of the crosshead 131, that is, the stroke of the hydraulic system 140 is longer, the load of the hydraulic system 140 is reduced. In addition, as the pin 125 is positioned and locked in the end slot 135 formed by extending to the top dead center and the bottom dead center of the guide slot 133, the hydraulic pressure corresponding to the resistance may be greatly reduced, thereby greatly reducing the capacity of the hydraulic system 140.
  • the pin 125 has a cylindrical structure as shown in FIGS. 11 and 12 . Therefore, when an external shock or the like is suddenly applied to the pin 125 located in the end slot 135, there is a problem that the blade pitch may be varied by moving from the end slot 135 to the guide slot 133.
  • the sliding shoe 150 is mounted around the pin 125.
  • a second guide slot 137 for guiding the sliding shoe 150 moving along the pin 125 is formed in the crosshead 131.
  • the sliding shoe 150 is divided into an upper sliding shoe 150 and a lower sliding shoe 150, and a groove 151 in contact with the outer circumferential surface of the pin 125 is formed on the surface in which the upper sliding shoe 150 and the lower sliding shoe 150 face so that the pin 125 is positioned between the upper sliding shoe 150 and the lower sliding shoe 150.
  • a coil spring 153 is positioned between the upper sliding shoe 150 and the lower sliding shoe 150 to compensate for the width change of the second guide slot 137 when the sliding shoe 150 moves along the second guide slot 137.
  • a groove into which the end of the coil spring 153 is inserted or a pin inserted into the coil spring is formed in the coil spring sheet in order to fix the position of the coil spring 153, so that the position of the coil spring may be fixed.
  • the second guide slot 137 is formed on the side surface of the crosshead 131, and the guide slot 133 described above is formed on the bottom surface of the second guide slot 137. And, in a state where the pin 125 is inserted into the sliding shoe 150 located in the second guide slot 137, the end of the pin 125 is inserted into the guide slot 133.
  • the second guide slot 137 is divided into a diagonal portion 137S formed at the same slope as the diagonal line of the guide slot 133, and an end portion 137E corresponding to the end slot 135 formed at both ends of the guide slot 133.
  • the end portion 137E is formed along the center line of the propulsion shaft like the end slot 135.
  • the pin 125 is moved from the guide slot 133 to the end slot 135 or from the end slot 135 to the guide slot 133.
  • the sliding shoe 150 also moves along the diagonal portion 137S and the end portion 137E of the second guide slot 137.
  • the width of the second guide slot 137 is wider than that of the guide slot 133.
  • the end portion 137E of the second guide slot 137 corresponding to the end slot 135 is also formed to be longer than the length (e in FIG. 12 ) of the end slot 135.
  • the sliding shoe 150 when the pin 125 is positioned in the end slot 135, the sliding shoe 150 is positioned at both ends 137E of the second guide slot 137. While positioned at the end portion 137E of the second guide slot 137 formed along the center line of the propulsion shaft, the contact surface between the sliding shoe 150 and the end portion 137E of the second guide slot 137 is perpendicular to the rotation direction of the propeller 100.
  • the pin 125 is also stably positioned in the end slot 135.
  • the width of the second guide slot 137 is changed at the bent portion where the end portion 137E and the diagonal portion 137S meet. Accordingly, as the sliding shoe 150 passes through the bent portion, the coil spring 153 located between the upper sliding shoe 150 and the lower sliding shoe 150 is elastically deformed to compensate for the change in width. Therefore, the sliding shoe 150 smoothly passes from the end portion 137E to the diagonal portion 137S or from the diagonal portion 137S to the end portion 137E.
  • the end slots 135 are formed at both ends of the guide slot 133 and the pin 125 is positioned in the end slot 135 to reduce the resistance according to the rotation of the propeller 100, thereby reducing the capacity of the hydraulic system 140.
  • the sliding shoe 150 is mounted and the pin 125 is positioned in the end slot 135, the outer surface of the sliding shoe 150 and the inner surface of the end of the second guide slot 137 are in surface contact, and thus it is possible to effectively block the separation of the pin 125 from the end slot 135 due to external impact, or the like.
  • the locking device locks the forward and backward movement of the crosshead when the pin is positioned at the top dead center and bottom dead center in the forward and backward movement of the crosshead, thereby preventing the blade pitch from being varied due to external resistance and impact.
  • the locking device according to the second embodiment is a mechanism in which the locking mechanism of the locking device (in FIGS. 11 to 14 ) of the first embodiment described above is different. In describing the locking device of the second embodiment, it may be configured such that the locking device of the first embodiment may or may not be added to the locking device of the second embodiment.
  • the locking device of the second embodiment described below is described with reference to the drawings in which the locking device of the first embodiment is added.
  • FIG. 15 is a conceptual view illustrating a controllable pitch propeller having a locking device according to an embodiment of the present disclosure.
  • FIG. 16 is a cross-sectional view of the slider shown in FIG. 15 .
  • FIG. 17 is an exploded perspective view of the slider shown in FIG. 15 .
  • FIG. 18 is a conceptual view illustrating the operation relationship of the slider.
  • the rod 141R extending to the front of the piston 141 is positioned to pass through the crosshead 131 in its longitudinal direction. That is, the crosshead 131 is positioned around the rod 141R, and the crosshead 131 may move in the longitudinal direction of the rod.
  • the slider 160 is positioned to be movable along the rod 141R, and the crosshead 131 is positioned inside the slider 160, but the length of the slider 160 is longer than that of the crosshead 131. Therefore, the crosshead 131 may move along the rod 141R inside the slider 160 by a length difference. In a state where the crosshead 131 moves by a length difference, the crosshead 131 and the slider 160 are in contact with each other.
  • the slider 160 when the rod 141R is moved by the operation of the hydraulic system 140, the slider 160 is positioned in contact with the front stopper 147F and the rear stopper 147B. Therefore, the slider 160 moves together with the rod 141R.
  • the crosshead 131 located inside the slider 160 moves along with the movement of the rod 141R from the moment it comes into contact with the crosshead 131 after the slider 160 moves by the length difference.
  • an opening 161 is formed on the side of the slider 160 in the longitudinal direction so that the pin 125 is inserted into the guide slot 133 to move between the top dead center 133H and the bottom dead center 133L. Therefore, even if the slider 160 surrounds the crosshead 131, the pin 125 may move within the opening 161 of the slider 160, so that the blade pitch is varied as described above.
  • the slider 160 moves along the rod 141R in the same manner as the movement of the piston 141 with both ends in contact with the front stopper 147F and the rear stopper 147B. That is, the slider 160 moves together with the movement of the piston 141 according to the operation of the hydraulic system 140.
  • the crosshead 131 located inside the slider 160 moves along the rod 141R together with the slider 160 when the inner gap G with the slider 160 is narrowed and in contact with each other.
  • the locking device includes a long groove 163 formed on the side of the opening 161 in the longitudinal direction of the slider 160, two locking holes 139 formed in the crosshead 131 corresponding to both ends of the long groove 163, and a plug 170 that passes though the long groove 163 in a state of being supported on the inner surface of the hub 130, is inserted into and locks the corresponding locking hole 139, and is withdrawn and unlocks.
  • the plug 170 is inserted into or withdrawn from the locking hole 139 as the rail 165 formed inside the long groove 163 of the slider 160 moves in the longitudinal direction.
  • the interval between the locking holes 139 formed in the crosshead 131 is the same as the distance between the top dead center 133H and the bottom dead center 133L of the pin 125. Therefore, when the pin 125 is located at the top dead center 133H or the bottom dead center 133L, the plug 170 corresponds to any one of the two locking holes 139. In addition, the plug 170 is inserted into the locking hole 139 to lock the slider 160 and the crosshead 131 to each other.
  • a long groove 163 into which the plug 170 is inserted is formed in the longitudinal direction of the slider 160. Also, the plug 170 is always provided with an elastic force in the direction of being inserted into the locking hole 139 by the coil spring 171 in a state of being inserted into the long groove 163.
  • a pair of rails 165 are formed in the long groove 163 to guide the plug 170 upward to be withdrawn from the locking hole 139 of the crosshead 131.
  • the long groove 163 is formed between the pair of rails 165.
  • inclined portions 165S that are gradually lowered toward the outside are formed. Therefore, while the plug 170 moves along the inclined portion 165S, it moves upward or moves downward where the locking hole 139 is located.
  • the locking hole 139 is formed at a position corresponding to the plug 170 when the pin 125 is located at the top dead center 133H and the bottom dead center 133L, and thus the pin 125 is in a state located at top dead center or bottom dead center when the plug 170 is drawn into the locking hole 139. In this state, even if resistance or an external shock is transmitted through the pin 125, it is possible to block the separation of the pin 125 from the top dead center 133H or the bottom dead center 133L.
  • the plug 170 inserted into the locking hole 139 moves upward along the inclined portion 165S of the rail 165. Also, the plug 170 is withdrawn from the locking hole 139 of the crosshead 131 and unlocked.
  • the locking hole 139 is formed at a point corresponding to the plug 170 when the crosshead 131 moves and the pin 125 is positioned at the top dead center 133H and the bottom dead center 133L. Accordingly, when the plug 170 passes through the long groove 163 and is inserted into the locking hole 139 of the crosshead 131, it means that the plug 170 is locked at the top dead center 133H or the bottom dead center 133L.
  • the plug 170 passes through the slider 160 and is inserted into the locking hole 139 of the crosshead 131 to be locked. Accordingly, the crosshead 131 is constrained to the slider 160, and the slider 160 is constrained to the rod 141R by the front stopper 147F and the rear stopper 147B. Therefore, it is possible to block the movement of the crosshead 131 by a force other than hydraulic pressure of the hydraulic system 140, that is, resistance and external impact generated according to the rotation of the propeller 100.
  • the locking device locks the forward and backward movement of the crosshead when the pin is positioned at the top dead center and bottom dead center in the forward and backward movement of the crosshead, thereby preventing the blade pitch from being varied due to external resistance and impact.
  • the first embodiment, the second embodiment described above, and the fourth embodiment to be described later of the locking device are configured to be mounted inside the hub, whereas the third embodiment of the locking device described below is mounted on the propulsion shaft.
  • FIG. 19 is a conceptual view illustrating a controllable pitch propeller according to an embodiment of the present disclosure.
  • FIG. 20 is a conceptual view illustrating a hydraulic locking unit mounted on the oil distribution box shown in FIG. 19 .
  • FIG. 21 is a conceptual view illustrating the operation of the hydraulic locking unit in FIG. 20 .
  • FIG. 22 is a conceptual view illustrating the operation relationship of the piston, the crosshead, and the hydraulic locking unit at a dead center.
  • the blade 120 is mounted around the hub 130 in the controllable pitch propeller 100.
  • the hub 130 is fixed to the end of the propulsion shaft 1.
  • an oil distribution box 190 is mounted on the propulsion shaft 1.
  • Ports 192A, 192B through which the hydraulic oil of the hydraulic system 140 flows in and out are formed in the oil distribution box 190.
  • the piston 141 moves forward and backward by the hydraulic oil flowing in and out through the ports 192A, 192B.
  • a hollow is formed inside the propulsion shaft 1, and a concentric hollow shaft 211 connected to the piston 141 is located in the hollow of the propulsion shaft 1.
  • the first hydraulic line 145A is formed along the center line of the hollow shaft 211, and the interval between the outer circumferential surface of the hollow shaft 211 and the hollow inner circumferential surface of the propulsion shaft 1 corresponds to the second hydraulic line 145B.
  • the first hydraulic line 145A passes through the center of the piston 141 and communicates with the rear inside the cylinder 143.
  • the second hydraulic line 145B extends to the front of the piston 141 and communicates with the front inside the cylinder 143.
  • the hollow shaft 211 connected to the piston 141 moves forward and backward together along the piston 141.
  • the hydraulic locking unit 191 is mounted inside the oil distribution box 190, and the hollow shaft 211 passes through the hydraulic locking unit 191 and extends to the front of the hydraulic locking unit 191.
  • the hydraulic oil flowing in through the first port 192A of the oil distribution box 190 flows to the front end of the hydraulic locking unit 191 and may flow to the first hydraulic line 145A opened at the end of the hollow shaft 211.
  • the hydraulic oil introduced through the second port 192B flows to the rear end of the hydraulic locking unit 191, and may pass between the hydraulic locking unit 191 and the propulsion shaft 1 to flow to the second hydraulic line 145B.
  • a space formed on the inner bow side of the hydraulic locking unit 191 so that the front end of the hollow shaft 211 may be moved is referred to as a first chamber 193A.
  • a space between the rear end of the hydraulic locking unit 191 and the propulsion shaft 1 is referred to as a second chamber 193B.
  • two locking rings 194A, 194B are positioned with an interval D3 inside the hydraulic locking unit 191.
  • the two locking rings 194A, 194B surround the hollow shaft 211.
  • two grooves 195A, 195B matched with the locking rings 194A, 194B are formed with an interval D4 on the hollow shaft 211.
  • the distance D4 between the grooves 195A, 195B corresponds to the sum of the distance D3 between the locking rings 194A, 194B and the distance between the top dead center and the bottom dead center.
  • the locking rings 194A, 194B have a structure in which a portion thereof is open, and their diameters may be expanded or contracted by elasticity.
  • a first groove 195A formed on the front end side of the hollow shaft 211 is matched with the first locking ring 194A.
  • the second groove 195B formed inside the length of the hollow shaft 211 is matched with the second locking ring 194B.
  • the hydraulic locking unit 191 is fixed to the inside of the propulsion shaft 1, and a first flow path 196A communicating with the first chamber 193A is formed at the front end of the hydraulic locking unit 191.
  • a second flow path 196B communicating with the second chamber 193B is formed at the rear end of the hydraulic locking unit 191.
  • first locking ring 194A is positioned to correspond to the front end side of the hollow shaft 211, that is, the first flow path 196A, while surrounding the hollow shaft 211.
  • the second locking ring 194B is positioned to correspond to the second flow path 196B.
  • a slide locker 213 moving along the hollow shaft 211 is mounted on the hydraulic locking unit 191.
  • the two slide lockers 213 move respectively in the longitudinal direction of the hollow shaft 211 by the interaction of the hydraulic pressure of hydraulic oil flowing into the hydraulic locking unit 191 through the first flow path 196A or the second flow path 196B and the elastic force of the support spring 215 supporting the slide locker 213.
  • the slide locker 213 has a holder structure, and while moving in the longitudinal direction of the hollow shaft 211, it surrounds the locking rings 194A, 194B matched with the grooves 195A, 195B, thereby locking the locking rings 194A, 194B so that they do not deviate from the grooves 195A, 195B.
  • the slide locker 213 is positioned so that the locking rings 194A, 194B may come out of the grooves 195A, 195B by detaching from the locking rings 194A, 194B.
  • the hollow shaft 211 is in an unlocked state as being movable forward and backward.
  • a spring holder 217 is fixed in the middle of the length of the hydraulic locking unit 191. End portions of the support springs 215 located on both sides of the spring holder 217 are inserted into and supported by the spring holder 217.
  • the hydraulic locking unit 191 maintains the locked state by matching the grooves 195A, 195B and the locking rings 194A, 194B when the pin 125 is located at the top dead center or the bottom dead center, thereby keeping the propeller pitch from being varied by the resistance or external impact occurring due to the rotation of the propeller.
  • the hydraulic locking unit 191 is unlocked by the hydraulic pressure of the hydraulic oil flowing in and out to expand and contract the stroke of the hydraulic system 140, so that the pin 125 may move from the top dead center 133H to the bottom dead center 133L or from the bottom dead center 133L to the top dead center 133H.
  • the locking device according to the fourth embodiment to be described below locks the pin to prevent the blade pitch from being varied due to external resistance, impact, or the like when the pin is positioned at the top dead center and the bottom dead center.
  • the configuration of the locking device (in FIGS. 11 to 14 ) of the first embodiment described above is included. Therefore, redundant description of the configuration described in the first embodiment will be omitted.
  • FIG. 23 is a conceptual view illustrating a controllable pitch propeller having a locking shoe according to an embodiment of the present disclosure.
  • FIG. 24 is a conceptual view illustrating the locking and unlocking relationship of the locking shoe in accordance with the movement path of the pin according to the forward and backward movement of the crosshead.
  • FIG. 25 is a detailed view illustrating the deformation relationship of the locking shoe according to the coupling of the locking block and the locking shoe.
  • a guide slot 133, an end slot 135, and a second guide slot 137 are formed in the crosshead 131.
  • a pin 125 is inserted into the guide slot 133, and according to the forward and backward movement of the crosshead 131, the pin 125 moves between the top dead center 133H and the bottom dead center 133L of the guide slot 133. At each dead center, the pin 125 is inserted into or withdrawn from the end slot 135.
  • the guide slot 133 and the end slot 135 are formed at the bottom of the second guide slot 137 in the same way as the configuration of the second guide slot 137 of the first embodiment.
  • the diagonal portion 137S of the second guide slot 137 corresponds to the guide slot 133, and the end portion 137E of the second guide slot 137 corresponds to the end slot 135.
  • the locking device according to the fourth embodiment includes a protrusion 181 formed at the end portion 137E of the second guide slot 137 and a locking shoe 180 surrounding the pin 125.
  • the locking shoe 180 of the locking device moves along the diagonal portion 137S and the end portion 137E of the second guide slot 137.
  • the locking shoe 180 is configured to replace the sliding shoe (150 in FIG. 13 ) described in the first embodiment.
  • the sliding shoe 150 is positioned at the end portion 137E of the second guide slot 137 and is in surface contact to prevent the pin 125 from moving due to resistance and impact.
  • the fourth embodiment by matching the locking shoe 180 and the protrusion 181 in addition to the surface contact function, it is possible to more effectively prevent the pin 125 from moving due to resistance and impact.
  • end portions 137E are formed along the center line of the propulsion shaft 1 at both ends of the second guide slot 137, and protrusions 181 are respectively formed on the inner surface facing the end portion 137E.
  • the end of the protrusion 181 is configured to pass over the locking shoe 180 in a hemispherical shape.
  • the locking shoe 180 surrounding the pin 125 moves relatively together with the pin 125 along the end portion 137E and the diagonal portion 137S of the second guide slot 137.
  • the locking shoe 180 has the same structure as the sliding shoe 150 described in the first embodiment, and includes an upper locking shoe 180 and a lower locking shoe 180, wherein a pin 125 is inserted between the upper locking shoe 180 and the lower locking shoe 180.
  • a groove 1811 in contact with the outer circumferential surface of the pin 125 is formed on the surface facing the upper locking shoe 180 and the lower locking shoe 180 so that the pin 125 may be inserted between the upper locking shoe 180 and the lower locking shoe 180.
  • Coil springs 183 supporting the upper locking shoe 180 and the lower locking shoe 180 are positioned at both sides of the groove 181I.
  • matching grooves 181E matching the protrusions 181 are formed on the outer surface of the upper locking shoe 180 and the outer surface of the lower locking shoe 180 facing the inner surface of the second guide slot 137.
  • the locking shoe 180 configured as described above moves along the second guide slot 137 together with the movement of the pin 125.
  • the outer surface of the upper locking shoe 180 and the outer surface of the lower locking shoe 180 are positioned facing the inner surface of the second guide slot 137 in the diagonal portion 137S and the end portion 137E of the second guide slot 137.
  • the coil spring 183 expands and contracts as the width becomes narrower or wider, thereby changing the slope of the upper locking shoe 180 and the lower locking shoe 180.
  • the coil spring 183 located on the narrowing side among the coil springs 183 located at the front or rear of the pin 125 is contracted, and the locking shoe 180 moves from the end portion 137E to the diagonal portion 137S, or from the diagonal portion 137S to the end portion 137E while compensating for the narrowing of the width.
  • the coil spring 183 is contracted to pass the protrusion 181, and the protrusion 181 and the matching groove 181E are matched with each other to be locked.
  • the locking device according to the fourth embodiment may increase the reliability of locking through the matching relationship between the protrusion 181 and the matching groove 181E together with the surface contact compared to the locking device of the first embodiment.
  • hydraulic ports are mounted at the front and rear ends of the cylinder, and hydraulic oil flows in or out of the front or rear of the cylinder through the hydraulic port, so that the piston moves and the stroke is controlled.
  • the controllable pitch propeller described above is configured to move the piston while a plurality of hydraulic lines formed inside the rod are introduced or discharged to the front or rear of the cylinder with respect to the piston in order to move the piston in the front-rear direction.
  • the hydraulic system to be described below is configured such that a coil spring for pressing the piston forward or backward is built in the cylinder, thereby replacing hydraulic pressure with elastic force.
  • FIG. 26 is a cross-sectional view illustrating a state in which the piston moves backward in accordance with the operation of the hydraulic system of the controllable pitch propeller according to an embodiment of the present disclosure.
  • FIG. 27 is a cross-sectional view illustrating a state in which the piston moves forward by the elastic force of the coil spring while the hydraulic pressure is released.
  • FIG. 28 is a conceptual view comparing a hydraulic circuit having a server hydraulic cylinder according to an embodiment of the present disclosure with a conventional hydraulic circuit.
  • FIG. 29 is a conceptual view illustrating a modified example of the hydraulic system shown in FIG. 26 .
  • the piston 141 is located inside the cylinder 143 of the hydraulic system 140 connected to the rear end of the hub 130, and the rod 141R extended from the piston 141 is connected to the crosshead 131 by extending to the outside of the cylinder 143.
  • the space formed in front of the piston 141 is referred to as a 'front chamber 149F' below, and the space formed in the rear of the piston 141 is referred to as a 'rear chamber 149B'.
  • a compression coil spring 185 is located in the rear chamber 149B, and the coil spring 185 presses the piston 141 so that the piston 141 moves in the direction in which the stroke of the hydraulic system 140 extends, that is, toward the bow.
  • the orifice 145O of the hydraulic line 145 formed inside the rod 141R is formed in front of the piston 141. Therefore, the hydraulic oil supplied through the hydraulic line 145 is filled in the front chamber 149F to generate hydraulic pressure so that the piston 141 moves backward. In this way, when the piston 141 moves backward by hydraulic pressure, the coil spring 185 located in the rear chamber 149B is pushed by the piston 141 and contracted.
  • the stroke of the hydraulic system 140 is contracted, and accordingly, the crosshead 131 moves backward to rotate the blade 120 counterclockwise.
  • the stroke of the hydraulic system 140 is extended by the elastic force of the coil spring 185, and accordingly, the crosshead 131 moves forward to rotate the blade 120 clockwise. In this way, the blade pitch may be varied by the hydraulic pressure of the hydraulic system 140 and the elastic force of the coil spring 185.
  • FIG. 29 is a modification of the structure of the hydraulic system shown in FIGS. 26 to 28 , and is configured such that the coil spring 185 is located in the front chamber 149F and the hydraulic line 145 passes through the piston 141 to be supplied to the rear chamber 149B.
  • FIG. 28 (A) shows a hydraulic circuit for expanding and contracting the stroke of the hydraulic system by hydraulic oil
  • FIG. 28 (B) shows a hydraulic circuit for expanding and contracting the stroke of the hydraulic system by hydraulic oil and a coil spring.
  • the hydraulic line 145 should be connected to the front chamber 149F and the rear chamber 149B, respectively, in order to expand and contract the stroke of the hydraulic system 140 by hydraulic oil, and thus, the configuration of the hydraulic system was complicated.
  • the hydraulic line 145 is connected to any one of the front chamber 149F and the rear chamber 149B, and thus, there is an advantage in that the configuration of the hydraulic system 140 is simple.
  • the size of the hub 130 may be reduced to express high efficiency close to the propulsion efficiency of the fixed pitch propeller.
  • controllable pitch propeller according to the present disclosure is variable in two pitches.
  • the pitch variable range is wide and a hydraulic system capable of proportional control should be provided as the pitch is controlled in five stages in general.
  • a hydraulic system capable of proportional control should be provided as the pitch is controlled in five stages in general.
  • the blade pitch is varied only by two pitches as in the present disclosure, it is possible to control the hydraulic system through the on-off valve.
  • FIG. 30 is a conceptual view illustrating a hydraulic system having an on-off valve according to an embodiment of the present disclosure.
  • FIG. 31 is a conceptual view illustrating a hydraulic system having an on-off valve in a state in which a coil spring is mounted inside a cylinder as shown in FIG. 26 .
  • two hydraulic lines 145A, 145B are connected to the cylinder 143 of the hydraulic system 140 mounted at the rear end of the hub 130, wherein the first hydraulic line 145A is branched and connected to the first on-off valve 187A and the second on-off valve 187B, and the second hydraulic line 145B is also branched and connected to the first on-off valve 187A and the second on-off valve 187B.
  • the second on-off valve 187B corresponds to an emergency control valve.
  • hydraulic oil supply line 223 extended from the oil pump 221 and the drain line 225 extended from the oil tank 220 are connected to the first on-off valve 187A and the second on-off valve 187B, respectively.
  • the hydraulic oil supplied by the operation of the oil pump 221 is normally supplied to the cylinder 143 through the first on-off valve 187A, which is an operation control valve.
  • the hydraulic oil flowing out of the cylinder 143 is discharged to the oil tank 220 through the first on-off valve 187A.
  • the pin 125 When the stroke of the hydraulic system 140 is extended, the pin 125 is located at the top dead center 133H of the guide slot 133, and when the stroke is contracted, the pin 125 is located at the bottom dead center 133L of the guide slot 133, thereby controlling the blade pitch to 2 pitches.
  • the circuit diagram of the hydraulic system shown in FIG. 31 is configured such that the piston 141 moves by the elastic force of the coil spring 185 when the hydraulic line 145 is opened by mounting the coil spring 185 (in FIGS. 26 and 27 ) inside the cylinder 143 as shown in FIG. 26 . Also in this case, in one hydraulic line 145 extended to the cylinder 143, the first on-off valve 187A, the second on-off valve 187B, the oil pump 221, the oil tank 220, the hydraulic oil supply line 223, and the drain line 225, as described above, are installed in the same manner.
  • the hydraulic system 140 of the controllable pitch propeller 100 shown in FIG. 31 is also located at the top dead center 133H of the guide slot 133 when the stroke is extended, and the pin 125 is located at the bottom dead center 133L of the guide slot 133 when the stroke is contracted, thereby controlling the blade pitch to 2 pitches.
  • an on-off valve it may be configured as a solenoid valve, or alternatively, a valve capable of two-step control in which the hydraulic line is opened or closed by the valve may be adopted.

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  • Combustion & Propulsion (AREA)
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  • Ocean & Marine Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
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EP21809044.7A 2020-05-21 2021-05-17 Hélice à pas variable ayant un rapport de diamètre de moyeu à pointe optimal Pending EP4140872A4 (fr)

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KR20200061136 2020-05-21
KR1020200096303A KR102437240B1 (ko) 2020-05-21 2020-07-31 최적의 허브 직경비를 갖는 가변 피치 프로펠러
PCT/KR2021/006123 WO2021235790A1 (fr) 2020-05-21 2021-05-17 Hélice à pas variable ayant un rapport de diamètre de moyeu à pointe optimal

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EP (1) EP4140872A4 (fr)
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EP1803643A1 (fr) 2005-12-30 2007-07-04 Flexitab S.r.l. Système de propulseur de surface pour des embarcations de déplacement et de semi-déplacement
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KR101280476B1 (ko) * 2011-04-12 2013-07-01 삼성중공업 주식회사 선박용 추진장치 및 이를 구비한 선박
US10597129B1 (en) * 2013-03-15 2020-03-24 Stefan Broinowski Marine ducted propeller mass flux propulsion system
KR101501903B1 (ko) * 2014-11-28 2015-03-12 주식회사 신라금속 가변 피치 프로펠러의 허브 어셈블리
JP6954739B2 (ja) * 2015-03-17 2021-10-27 マコ タイダル タービンズ プロプライエタリー リミテッドＭａｋｏ Ｔｉｄａｌ Ｔｕｒｂｉｎｅｓ Ｐｔｙ Ｌｔｄ 発電機用のロータ
KR20160116224A (ko) 2015-03-27 2016-10-07 현대중공업 주식회사 선박용 추진장치
JP6789564B2 (ja) 2016-04-12 2020-11-25 かもめプロペラ株式会社 船舶用可変ピッチプロペラ及びそれを備えた船舶
WO2018193149A1 (fr) 2017-04-18 2018-10-25 Abb Oy Unité de propulsion
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JP2020015347A (ja) 2018-07-23 2020-01-30 株式会社Ｉｈｉ原動機 可変ピッチプロペラの翼角変節装置及び旋回式船舶推進装置

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KR20220121763A (ko) 2022-09-01
US20230278685A1 (en) 2023-09-07
EP4140872A4 (fr) 2024-07-03
JP7493623B2 (ja) 2024-05-31
JP2023527750A (ja) 2023-06-30
CN115697835A (zh) 2023-02-03

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